Velocity change sensor with double pole sensor

ABSTRACT

An accelerometer for sensing velocity changes particularly suited for passenger restraint systems in a motor vehicle for the deployment of an air bag includes a housing with contact blades and a magnetically biased contacting element. The contacting element is arranged to move toward the contact blades when a deceleration exceeding a threshold level is sensed. The contact blades are spaced away from each other so that one is bent toward the other by the contacting element to form a direct electrical path, thereby deploying the restraint system.

This is a continuation of co-pending application Ser. No. 07/423,871,filed Oct. 19, 1989, now abandoned.

RELATED APPLICATIONS

This application covers subject matter related to application Ser. No.417,914 entitled "A Velocity Change Sensor with Contact Retainer", nowU.S. Pat. No. 5,011,182.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention pertains to a velocity change sensor or accelerometerused in motor vehicles for detecting sudden changes in velocity and foractivating in response a passenger restraining device such as an airbag. More particularly, this device includes an element which moves to apreset position in response to a sudden deceleration to activate a pairof contact blades.

2. Background of the Invention

Studies have been made which indicate that injuries in motor vehicleaccidents, especially at high speeds, can be substantially reduced oreliminated by the use of passenger restraint systems. (The term"passenger" is used to cover the driver of a car as well.) These systemsinclude an inflatable balloon usually termed an air bag which normallyis stored away in the instrument panel or the steering wheel. When themotor vehicle is subjected to a sudden deceleration, the air bag isinflated and is deployed automatically in a position which cushions thepassengers, restrains their movement and prevents contact between themand the automobile interior such as the windshield, the steering wheel,the instrument panel and so on. Of course, a crucial element of all suchsystems is the velocity change sensor or accelerometer which initiatesthe inflation and deployment of the air bags. The motion of the motorvehicle must be carefully and precisely monitored so that the air bagscan be deployed very fast, before the passengers suffer any substantialinjury.

A velocity change sensor is disclosed in U.S. Pat. No. 4,329,549assigned to the same company as the present invention. This sensorcomprises a tubular housing surrounding a metallic shell, a metal balland a magnet biasing the ball toward a first end of the shell. At thesecond end of the shell there is a pair of electrical contact blades.The sensor is positioned in the motor vehicle in an orientation suchthat when the motor vehicle experiences a deceleration which exceeds apreset level, the ball moves from the first toward the second end,making contact with the two blades. Because the blades and the ball aremade of on electrically conducting material, when the ball contacts theblades, an electrical path is established between the two blades. Thiselectrical path is used to initiate a signal for the deployment of theair bags.

One problem with the device shown in U.S. Pat. No. 4,329,549 is that theelectrical contact is made through the ball, and since the contactpoints are indeterminate the whole surface of the ball must be treatedto use a low resistance electrical path. For example, the ball is oftencoated with a thin layer of gold or similarly, highly conductivematerial. However, this process is expense and time consuming.Furthermore, the conductive layer may wear off as the ball moves alongits path.

OBJECTIVES AND SUMMARY OF THE INVENTION

In view of the above mentioned disadvantages of the prior art, it is anobjective of the present invention to provide a restraint system inwhich in response to a crash, an electrical path is completed which doesnot pass through the inertial or moving element of the sensor.

A further objective is to provide a restraint system with a velocitysensor in which an inertial moving element causes a contact between twoelectrical contact blades substantially, simultaneously.

Other objectives and advantages of the invention shall become apparentfrom the following description. An accelerometer constructed inaccordance with the invention includes a housing with at least one pairof contact blades; and an element moving in a predetermined path inresponse to a change in velocity of the motor vehicle. The two contactblades are disposed in the path of the moving element in such a mannerthat a direct electrical path is established through the contact by theball. The contact is arranged so that the electrical path does not passthrough the moving element itself, thereby reducing costs.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 shows a side elevational view of an accelerometer constructed inaccordance with the invention;

FIG. 2 shows a side cross-sectional view of the accelerometer of FIG. 1;

FIG. 3 shows a cross-sectional view of the accelerometer of FIG. 2 takenalong line 3--3; and

FIG. 4 shows a side cross-sectional view of the accelerometer of FIG. 2with the electrical contact blades in the closed position.

DETAILED DESCRIPTION OF THE INVENTION

Turning now to the Figures, an accelerometer or velocity change sensor10 constructed in accordance with this invention is usually mounted onthe motor vehicle (not shown). The sensor is connected by a cable 14 byat least two conductors 16, 18 to a control device for the deployment ofthe air bag.

The sensor 10 has a tubular body 20 disposed in a housing 22 andterminating at one end with a reduced portion 24 terminating in an endwall 26. An extension 28 projects outwardly from end wall 26 as shown,to hold an annular permanent magnet 30. The body 20 is preferably madeof a plastic material. The reduced portion 24 holds a metal ball 34which is slidably disposed within the metallic sleeve 32.

Body 20 is terminated with an axially disposed cap 44. Cap 44 may beattached to body 20 by any well known means such as with an adhesive, orby sonic welding. Mounted on cap 44 there are four blades 46, 48, 50 and52. For the sake of convenience, blades 46 and 48 shall be referred toas the lower blades while blades 50 and 52 shall be referred to as theupper blades. Each of these blades is secured to cap 44 by a pin 56 orother similar means known in the art, and is made of a relatively thinand flat conductive material such as copper, and formed into theU-shapes shown in FIG. 2. Lower blades 46 and 48 are terminated at theirupper portions with respective curved sections 58 and 60 as shown inFIG. 2. Upper blades 50, 52 extend further radially inward into thepassageway 40 and their tips are preferably coated with an insulatingmaterial as at 62, 64, such as a plastic material. Disposed within body20, there is a plurality of ribs 66, 68, 70, 72 for biasing the bladesto the positions shown in FIG. 2.

Preferably, each of the blades is split into two parallel sections forthe sake of redundancy. For example, in FIG. 3 blade 50 is shown withtwo parallel sections 50' and 50" each terminating with an insulatingmaterial 64. Blade 52 is similarly split into parallel sections 52',52".

A space 74 is provided between the body 20 and housing 22 for holdingother electronic parts mounted, for example, on a printed circuit board76.

The sensor 10 operates in the following manner. Permanent magnet 30generates a magnetic field, and sleeve 32 and ball 34 are made of amagnetically permeable material. The sleeve is arranged and constructedto bias ball against wall 26 as shown in FIG. 2. The sensor ispositioned within a motor vehicle (for example, in the engine or thepassenger compartment) in such an orientation that, if the vehicleexperiences a deceleration, ball 34 is urged in the direction indicatedby arrow A in FIG. 2. If this deceleration is greater than a preselectedthreshold level (defined, for example, by the dimensions of the sensorand the strength of the field generated by the magnet) the force ofdeceleration overcomes the force of the magnetic field and the ball 34is projected in direction A along the passageway 40. As the ball movesthrough the passageway, it comes into contact (relativelysimultaneously) with the tips of the upper blades 50, 52. Since thesetips are insulated, no electrical contact is made at this time. The ballkeeps moving in the direction A bending blades 50, 52 in the samedirection until these blades come into contact with the curved sections58, 60, as shown in FIG. 4. This contact forms an electrical pathbetween blades 48, 50 and another electrical path between blades 46 and52. These completed electrical paths may be used to generate anelectrical signal which may be sent, for example, on conductor 14, 16 toa passenger restraint apparatus 80 such an air bag assembly (not shown)for the deployment of the system. As shown in FIG. 4, after contact,both sets of blades are bent in direction A by the ball until the ballcomes to a stop.

Obviously, numerous modifications may be made to the invention withoutdeparting from its scope as defined in the appended claims.

I claim:
 1. An accelerometer for sensing velocity changes comprising:ahousing with a first end and a second end; a sensing element movablydisposed in said housing; and biasing means for applying a biasing forceon said sensing element; first and second contact blades said firstcontact blade being provided with a an insulating coating to prevent anelectrical path through said sensing element, said sensing element beingarranged and constructed to move said first contact blade from a firstposition toward a second position away from said first position inresponse to a deceleration force exceeding said biasing force to contactsaid second contact blade with said second contact blade being initiallystationary as said first contact blade is being displaced.
 2. Theaccelerometer of claim 1 wherein said biasing means comprises apermanent magnet.
 3. A passenger restraint system for a motor vehiclecomprising:a passenger restraint device disposed in a motor vehicle forprotecting a passenger in a crash; and an accelerometer for sensing avelocity change of said motor vehicle coupled to said passengerrestraint device and comprising: a cylindrical housing disposed in saidmotor vehicle; a first pair of contact blades axially disposed in saidhousing; and contact closing means arranged in said housing for makingdirect electrical contact between said contact blades when said motorvehicle decelerates at a level exceeding a threshold level by displacingone contact blade of said first pair toward the other contact bladewhile said other contact blade initially remains stationary until it istouched by said one contact blade, said one contact blade having aninsulated coating for insulating said blades electrically from saidcontact closing means.
 4. The passenger restraint system of claim 3wherein said contact closing means comprises a contacting elementmovably disposed in said housing and magnetic biasing means for biasingsaid contacting element.
 5. The passenger restraint system of claim 4wherein said biasing means urges said contacting element toward a firstposition away from said contact blades.
 6. The passenger restraintsystem of claim 5 wherein said housing is arranged in a housing positionin which said contacting element is urged toward said contact bladeswhen said motor vehicle is decelerated.
 7. The passenger restraintsystem of claim 5 wherein said biasing means comprises a permanentmagnet for applying a magnetic force on said contacting element.
 8. Thepassenger restraint system of claim 7 wherein said biasing means furthercomprises a conductive sleeve disposed inside said housing for applyingsaid magnetic force to said contacting element.
 9. The passengerrestraint system of claim 7 wherein said contacting element comprises aball.
 10. The passenger restraint system of claim 7 further comprising asecond pair of blades spaced away from said first pair, said contactingelement bending one blade of each pair toward the other blade to formtwo electrical paths.